Experimental Studies in the Control of Cavitating Bodies

Kuklinski, Robert; Fredette, Albert R.; Henoch, Charles; Castano, John M.; Undersea, Naval

doi:10.2514/6.2006-6443

Cited by 13 publications

(8 citation statements)

References 2 publications

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“…en, the concave deformation finally disappears near the middle section of the supercavity. Kuklinski and Fredette [23] experimentally investigated the supercavities generated by snowflake-shaped and star-shaped cavitators in a water tunnel, and the convex and concave deformations of the supercavity were observed exactly behind the bulges of the cavitator. Similar phenomenon is also found in Figure 12(c).…”

Section: Supercavity Deformation Induced By Brmentioning

confidence: 99%

“…en, the wedge-shaped rudder, especially one with a wedge angle of 24 °, is most widely used because of the good hydrodynamic performance in the supercavitation flow field [10,20]. e rudder provides lift force, also named as control force, by extending to the outside of the supercavity, which simultaneously causes the supercavity deformation and the change of the hydrodynamic characteristics of the HSSV [23]. Moreover, cavitation may suddenly occur at the suction surface of the wedge-shaped rudder with the increase of the rudder angle, and this would result in a discontinuity to the lift coefficients [24,25].…”

Section: Introductionmentioning

confidence: 99%

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Performance Comparison of Bow and Stern Rudder for High-Speed Supercavitating Vehicles

Huang

Luo

Qin

et al. 2020

Mathematical Problems in Engineering

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To predict the hydrodynamic characteristics and supercavity shape of supercavitation flows, the numerical model including VOF, cavitation model, and turbulence models is presented and validated by a well-established empirical correlation. The numerical method is then employed to simulate the high-speed supercavitating vehicles with two different types of control surfaces: bow rudders and stern rudders. The hydrodynamic characteristics and influences on the supercavity are compared. By contrast with the stern rudder, the bow rudder with the same wetted area is capable of generating a larger control force and moment. Also, the bow rudder introduces a considerable deformation to the forepart of the supercavity, while the stern rudder provides a negligible influence on the supercavity before it. In addition, the bow rudder is fully wetted, and the lift force only changes with the rudder angle. However, the stern rudder is partly wetted; the lift force is not only determined by the rudder angle but also related to the actual wetted status.

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Section: Supercavity Deformation Induced By Brmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

Performance Comparison of Bow and Stern Rudder for High-Speed Supercavitating Vehicles

Huang

Luo

Qin

et al. 2020

Mathematical Problems in Engineering

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“…Uhlman [26] did parametric studies on the supercavitating flow and cavitators for a range of cavitation numbers. Kuklinski [27] also presented experimental studies on the cavitation effect and control performance of different cavitators. e results from the aforementioned two studies show promising agreement.…”

Section: Introductionmentioning

confidence: 99%

Design Methodology of Conical Section Shape for Supercavitating Vehicles considering Auto-Oscillation Characteristics

Fengjie

Qin

et al. 2020

Complexity

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Due to the complexity of the cavity/vehicle and oscillation characteristics, streamlined shape integrated design of conventional fully wetted vehicles is not suitable for supercavitating vehicles. In this paper, a set of design criteria is highlighted to optimize the length and streamlined shape of a conical section subjected to realistic design constraints, which integrate the complex characteristics of the cavity/vehicle system under the condition of auto-oscillation of supercavitating vehicles. The auto-oscillation and its time-domain characteristics are determined. By deriving the equation describing the cavity/vehicle relationship and identifying the maximum amplitude of the Euler angle, the cavity/vehicle tangent point criterion is proposed to determine the theoretical optimum value of the length of the conical section. A method of equal cross-sectional area for gas flow is proposed to design the streamlined shape of the conical section. Water tunnel and autonomous flight experiments were carried out to validate the feasibility of the design methodology developed in this work.

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“…There is no doubt that every physical actuator is subject to saturation (Hu and Lin, 2001; Kothare et al, 1994). As for the case of supercavitating vehicles, several practical supercavitating applications employed by Kuklinski (2006), Kuklinski et al (2001) and Sanabria et al (2015) indicated that the cavitator and the fins, which serve as actuators, are only capable of rotating 10°, or even less, about their axis of rotation. As a result, saturation inevitably happens when the required control effort exceeds the saturation threshold.…”

Section: Introductionmentioning

confidence: 99%

Output feedback control design to enlarge the domain of attraction of a supercavitating vehicle subject to actuator saturation

Qiang

Zhang

2018

Transactions of the Institute of Measurement and Control

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To enlarge the domain of attraction of a supercavitating vehicle subject to actuator saturation, this paper presents a new output feedback control design in consideration of the immeasurable vertical speed. The dive-plane dynamics of a supercavitating vehicle are considered. By introducing the sector condition of the planing force, a new output feedback control law that locally stabilizes the closed-loop system is proposed. The design of the controller that maximizes the vehicle’s domain of attraction is then formulated and solved as an optimization problem with linear matrix inequality (LMI) constraints. Simulations are conducted for systems under saturation-oriented and non-saturation-oriented controllers. The results show that the proposed design can achieve a much larger domain of attraction than do conventional, non-saturation-oriented approaches.

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Experimental Studies in the Control of Cavitating Bodies

Cited by 13 publications

References 2 publications

Performance Comparison of Bow and Stern Rudder for High-Speed Supercavitating Vehicles

Performance Comparison of Bow and Stern Rudder for High-Speed Supercavitating Vehicles

Design Methodology of Conical Section Shape for Supercavitating Vehicles considering Auto-Oscillation Characteristics

Output feedback control design to enlarge the domain of attraction of a supercavitating vehicle subject to actuator saturation

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